Canadair CL-84
| CL-84 Dynavert | |
|---|---|
|
|
| Type: | VSTOL experimental aircraft |
| Design country: | |
| Manufacturer: |
Canadair |
| First flight: |
May 7, 1965 |
| Production time: |
1964-1972 |
| Number of pieces: |
4th |
The Canadair CL-84 (designation of the RCAF : CX-131 ) was a Canadian experimental aircraft that could take off and land vertically ( VTOL ). The propeller-driven tilt sash - convertible aircraft was developed by Canadair developed from 1957 to 1972 and built.
history
Between 1957 and 1963, Canadair carried out its own funded research into V / STOL technology with the assistance of the Canadian National Research Board (NRB) and the Canadian Defense Research Board (DRB). The studies paved the way for a propeller-driven tilt-wing aircraft. The name "Dynavert" came from Canadair's parent company General Dynamics . Within the project, however, the aircraft was always referred to as the "84". With US $ 7.5 million, the Canadian government took over the majority of the construction costs of the first two prototypes of over US $ 10 million. The first prototype bore the aircraft registration number CF-VTO-X. The design of the CL-84 is based on an earlier Canadair draft that was developed for the NATO tender NBMR 4.
construction
The CL-84 is a propeller - driven high- wing aircraft . The aircraft receives its V / STOL properties by pivoting the entire wing by a maximum of 100 degrees. The horizontal stabilizer was moved with the wing in short take-off mode (STOL). For the VTOL mode the tail unit returned to the horizontal position. The two Lycoming T53 shaft turbines were located on the wings , which drove the two counter-rotating 4.27 m four-blade propellers. Both propellers are connected by means of a transmission so that the aircraft can still be controlled if one engine fails. The gearbox was also connected to the two horizontal coaxial two-bladed tail rotors , which are used to steer around the pitch axis during hovering and transitional flight. The functions of the individual control units in the cockpit are summarized in the table below.
| axis | Level flight | Hover |
|---|---|---|
| Nod (pitch) | Control stick to elevator | Control sticks on tail rotors |
| roll | Control sticks on flaps / ailerons | Control stick on differential blade adjustment of the tail rotors |
| Yaw (yaw) | Pedals on rudder | Pedals on flaps / ailerons |
| height | Throttle lever on the engine | Power lever on the engine and collective pitch control of the tail rotors |
The simple controls made it easy for pilots of conventional aircraft to master the CL-84 even in the transition phase between hovering and conventional flight.
use
Test phase
The first prototype completed the first hover flight carried out by Canadair's chief pilot Bill Longhurst on May 7, 1965. The first transition (transition hovering / forward flight / hovering) was carried out on January 17, 1966 at the Canadair production site in Montreal . The flight was also operated by Longhurst in light snow and up to 25 mph winds. On September 12, 1967, after 305 relatively uneventful flights, the CF-VTO-X was lost at 3,000 ft when a bearing on the propeller control system failed. Both pilots were able to leave the aircraft and were uninjured. In the two years, 16 pilots have completed 145 flight hours. The CL-84-1, newly built by Canadair for the Canadian Army, contained over 150 changes compared to its predecessor. Mention should be made here of the double design of the control electronics, improved avionics , the extension of the aircraft fuselage by 5 ft 3 in (1.6 m) and the engines that are more powerful by 100 hp .
The first newly designed prototype the CL-84-1 (CX8401) flew for the first time on February 19, 1970, again with Bill Longhurst at the wheel. He continued the CL-84 program until his retirement from active flight in January 1971. Doug Atkins took over the duties of chief test pilot. Around the same time, at the height of the Vietnam War , the US Navy showed keen interest in the CL-84 concept. Atkins was sent on a tour of the USA with the CL-84-1. The route led from Washington, DC via Norfolk, Virginia to Edwards Air Force Base . Flight tests were also carried out on the USS Guam . The CL-84-1 mastered the program flawlessly and demonstrated the versatility of the aircraft on a ship. Such as B. troop transport, radar surveillance or anti -submarine defense .
Further flight tests by test pilots from Canada, the USA (Navy / Marine) and England ( RAF ) at the US Navy Test Center in Patuxent River showed that the CL-84-1 was suitable as a multi-mission aircraft. Ron Ledwidge (RAF) monitored the first automatic transition from hovering to horizontal flight and back to hovering.
On August 8, 1973, the first CL-84-1 was lost when a fault occurred in the left propeller gearbox at maximum rate of climb. The two pilots got off safely. The entire propeller and gearbox broke apart during the ascent. The second CL-84-1 (CX8402) was completed quickly to complete the phase 2 trials aboard the USS Guadalcanal . Given the stormy weather, the "84" did an excellent job. Among other things, the transfer of troops and the "blind flight" were demonstrated. Phase 3 and 4 experiments were carried out immediately thereafter. The Canadair SCS CL-84 (Sea Control Ship CL-84) was promised for use on ships. It was a slightly enlarged version of the CL-84-1. Although the CL-84 was flown by over 40 pilots, no aircraft could be sold, which led to the discontinuation of the program.
End of project
The end of the Vietnam War meant a change in military requirements and, as a result, different aircraft. But for Canadair developer Fred Philips, other factors were more decisive. The main reason was the "NBH" (not built here) factor. Canada had previously been able to sell aircraft to the US military, such as the de Havilland Canada Beaver , Otter and Caribou . However, these were exceptions to the "NBH" rule. The CL-84 tilt-wing concept did not have a well-known proponent who campaigned for the project in politics or the military. Canadair had tried to sell the CL-84 to other countries as well, Germany , Holland , Italy , Scandinavia and Great Britain were courted, but in the end the Canadair CL-84 died in 1974 from lack of interest, even in Canada. Today the Osprey V-22 resumed the concept of the “ convertible aircraft ”. However, the entire wing is not tilted here, only the propellers with the engines. With the three CL-84s, a total of over 700 flights were carried out by 36 pilots (except Canadair test pilots) from Canada, Great Britain and the USA.
The two remaining CL-84s are now on display in museums: The CX8402 has been in the Canada Aviation and Space Museum in Ottawa next to an Avro Arrow since 1984 . The CX8402 has completed 170 flight hours in 196 flights. The CX8403 was never flown and was donated to the Western Canada Aviation Museum . The aircraft was transported to the museum in two parts (fuselage and wing) but not reassembled; only the fuselage is on display. Visitors who take the time to read the explanatory notes are told the story of Canada's greatest contribution to V / STOL development.
Technical specifications
CL-84-1
- Wingspan: 33.4 ft (10.16 m)
- Wing area: 21.67 m²
- Horizontal stabilizer span: 16.8 ft (5.08 m)
- Tailplane area: 4.7 m²
- Width over propeller: 34.66 ft (10.56 m)
- Length: 47.35 ft (14.41 m)
- Height including propeller, wing vertical: 17.15 ft (5.22 m)
- Height including propeller, wing horizontal: 14.27 ft (4.34 m)
- Engine: 1500 shp Lycoming T53-LTC1K-4C turboprop
- Diameter - main rotor: 14 ft (4.3 m) four-blade
- Diameter - tail rotor: 7 ft (2.2 m) 2 × two-blade
- Empty weight: 8437 lb (3827 kg)
- Empty Weight (Equipped, Without Crew): 9023 lb (4093 kg)
- Max Takeoff Weight (STOL): 14500 lb (6577 kg)
- Max Takeoff Mass (VTOL): 12600 lb (5715 kg)
- Payload (STOL): 4215 lb (1912 kg)
- Payload (VTOL): 2315 lb (1050 kg)
- Top speed: 321 mph (518 km / h)
- Cruising speed: 309 mph (497 km / h)
- Range (STOL): 340 miles (519 km) with max. Payload, at 10,000 ft, with a full tank of 10% reserve
- Range (VTOL): 322 miles (547 km) with max. Payload, at 10,000 ft, with a full tank of 10% reserve
SCS CL-84
- Wingspan: 42 ft (12.8 m) + 25%
- Length: 50.8 ft (15.44 m) + 7%
- Height including propeller, wing horizontal: 18.8 ft (5.69 m) + 30%
- Engine: 2 × 3000 WPS General Electric T64 turboprop
- Diameter - main rotor: 16.6 ft (5.03 m) four-blade + 18%
- Diameter - tail rotor: 7.9 ft (2.36 m) 2 × two-blade
- Max takeoff mass (STOL): 36000 lb (16329 kg) + 148%
- Max Takeoff Mass (VTOL): 29000 lb (13154 kg) + 130%
- Payload (STOL): 7000 lb (3175 kg) + 66%
- Top speed: 432 mph (695 km / h)
- Range (STOL): 1612 miles (2595 km) + 375% with max. Payload, at 10,000 ft, fully fueled with 10% reserve
- Service ceiling: 30,000 ft (9144 m)
literature
- Canadair CL-84, VTOL-Transporter , in Flug-Revue, June 1963, p. 56 and 58
- Phillips FC, CR Simmons: The Canadair CL-84 Program , in Flug-Revue, August 1966, pp. 25-33
- Jane's All the world's aircraft 1973-74s p. 18ff
- Boniface, Patrick. "Tilt-wing Testing". Airplane , Vol. 28, no. 3, March 2000. p. 72-78.
- Phillips, FC "The Canadair CL-84 Experimental Aircraft - Lessons Learned". AIAA-1990-3205, AHS, and ASEE, Aircraft Design, Systems and Operations Conference , Dayton, OH, September 17-19, 1990.
- Phillips, FC "The Canadair CL-84 Tilt-Wing V / STOL Programs". The Aeronautical Journal of the Royal Aeronautical Society, Vol. 73, No. 704, August 1969 .
- Pickler, Ron and Milberry, Larry . Canadair: The First 50 Years. Toronto: CANAV Books, 1995. ISBN 0-921022-07-7 .
- Zuk, Bill. "Dynamic Dynavert." Canadian Aviator, Vol. 14, no.6, November / December 2004 . Vancouver: OP Publishing Ltd. p. 33-38.
Web links
- "Canada Aviation Museum CL-84 page." Canada Aviation Museum CL-84 page. Retrieved October 28, 2012.
- The CL-84 Dynavert: Canada's Convertiplane.
- Airliners.net photo 0108113